Air-brake.



A. J. WISNER.

AIR BRAKE.

APPLwA'MoN HLED sm.12,19o8.

Patented Mar. 24, 1914 10 SHEETS-SHEET 1.

A. J'. WISNER.

AIR BRAKEl .QM 1 9 1 4 1 2 L n@ M d H. ...b n 6 t a D.. m, u mlm P E QLD E L I P N w T ,A, u D..

10 SHEETSWSHBET Z.

INVENTOR TTORNEY W/TNESSES A. J. WISNER.

AIR BRAKE.

A111'L1GAT10N 1711.511 SBPT-12, 11ans,

1,09 1,4 1 6. Patented Mar. 24, 1914 lO SFTZRTSYS HEBT 3.

ik. x30 Y 1 Illllha` INVENTOR V/ITNESSES ATTORNEY A, J'. WlSNER.

AIR BRAKE.

APFLIA'YON FILED SEPT,12, 1908.

Patented Mar. 24, 1914 l!! SHEBTSWSHEET 4.

INVENTOR AT'TCDRNE Y WITN SSES A. J. WISNER.

AIR BRAKE.

APPLICATION FILED sBPT.12, 1908.

1 ,O9 1 ,4 1 6. Patented Mar. 24, 1914 10 SHEETS-SHEET 5.

WITNESSES www Y W ATTORNEY A. J. WISNER.

AIR BRAKE.

APPLIUATION FILED SEPT. 12, 1908.

1,091,421 6. Patented Mar. 24, 1914 10 SHEETS-SHEET 7.

INVENTOR A. J. WISNBE,

AIR BRAKE.

APPLIoATloN ULEB SEPT. 12. um.

1,091,416. Patented 1\1wr.24,1914L 10 SHEETS ^SHBET 8.

INVENTOR A. J. WISNER.

AIR BRAKE.

APPLICAMON FILED SEPT. 12; 1908.

Patented Ma1124, 19H

Il W N VEN TOR yff. /1/1 ille/'7 WITNESSES A TTORNEY A. J. WISNER.

AIR BRAKE.

APPLICATION FILED SEPT. 12, 1908. 1,09141 6 Patented Mar.24,1914.

10 SHEETS-SHEET 10.

INVEN TOR WITNESSES A TTORNEY Q'prssure ofthe main reservoir; a

-To all whom it may conce-rn:

ANDREW J. VEISEL, OF PHILADELBHIA, PENNSYLVANIA;

IR-BRAKE.

Specincation cf Letters Patent.

Application filed September 12; 1998.-

Patented Bilan, 245 1914s.,

serial No. 452,786.

Be it known that I, ANDREW si. "Wissen, a citizen of the United States,and a resident of the city and county of PhiladelphiaLState ofPennsylvania7 have invented certain new and yuseful Improvements inAir-Brakes, of which the following is a full7 clear, and completedisclosure.

M invention relates to air brakes, and particularly to a system of airbrakesy for steam and trolley cars which be used in conjunction withother well known systems now in use.

The objects of my invention are" to apply and release the brakes bycompr ed air without the use of any springs or counterbalancing means torelease the brakes; to arrange the main and auxiliary rese xoirs and thebrake cylinder in the most etl'ective and simple manner; to positivelymove the brake by compressed air into the released position; to providea brake which is interchangeable with known and commonly used airbrakes, or which can be used in combination there` with; to improve theform of air brake valve for controlling the passage ol air from andbetween the main and auxiliary reservoirs vand thel brake cylinder andthe open airgto make a system which can be used on steam roads where themain reservoir is 1f, ;cnerally located on the locomotive, and whichwill work equally well on trolley lines with simple changes wherein eachear cai ies both a main and auxiliary reservoir; to permit of theoperation of the brakes either by the air in the auxiliary reservoir, orif the pr A,ure in the auxiliary reservoir falls below a pren determinedpoint, by air diret. it the main reservoir; to provide a which theauxiliary reservoi' uI` d when theI air is above a certain pre ire anddirect air from the main reservoir is used when the pressure falls',below a pre letermined point; to use direct air to hold t i brakesapplied if pressure in the auxiliary vrvoir falls below a predeterminedpoinz te pro vide a controlling valve or engin@ .f valve which willoperate in connection with my improved system; to make a ce; 'rolling orengineers valve which is substan anced and which will either byair fromthe au)i direct an: from the main reservt desirable or necessary; to prtcient and reliable means for vision for a quick or rapid reduction (ifthe pressure in the train pipe in applying the brakes to discharge theair in the4 train pipe d1rectly into the auxiliary reservoir when thepressure in the auxiliary reservoir falls below the pressure of thetrain pipe; to make an air brake valve which operates on the balanceprinciple; that is to say, one in which a ditlerence in pressure in thevalve moves the piston, but, as -soon as the pressure is equalized onbotlrsidesof the piston, the piston returns to its normal posi tion; andto provide improvements in the details of the various parts of thedevice.

Other objects of my invention will appear in my specification and claimsbelow. y

Referring to the drawings, forming a. part of this specification, and inwhich the same characters are used to designate the same partsthroughout the various views, Figure L indicates diagrammatically myimproved system of air brakes as applied to an elec-4 tric trolley car;Fig. 2 shows diagramma-tif cally, gmy. complete systemas applied to 'asteam train, or a system 1n which one main reservoir is usedv to controland sup ly the air to an auxiliary reservoir locate under each car; Fig.3 illustratestheair brake valve'and its connections to the train pipe,main reservoir, auxiliary reservoir, and brake cylinder, thel passagebetween the lower side of the piston of the air' brake valve and thereverse end of the brake cylindcr being in a plane at right angles ltothe plane in.y which the same 1s actually constructed in order toclearlyillustrate the operations of tho valve; Fi; 4, is an enlarged verticalbrake valve; Fig. 5 a similar View the scction taken at right angles tothat of Fig. 4; Fig. is a modified form of the valve shown .in Figs 3, 4and 5: Figs. 7, 8 and 9 are diagrammatic views showing the-differentpositions of the main o'wonking parts of the system and their positionsdurin the differentmanipulations of the engineers' or controlling valve;Figs. if), 1l, l2 and 13 are various views showingtlie engineers orcontrolling ,valve and Fig. 14 is a view partly in vertical section et'the `automatic i, governor for regulating tht.: pressure of air' in themain reservoir.

Referring lirst't-e the diagramur ing;

showmaue. in ig. l, l indicates ene main von; 2 the pump 'for supplyingsaid:

reserroirivhh air, 3 the governor.controlledv sectional view of the airVby the pressure in the main reservoir 1 for starting and stopping thepump 2; 4 indi- Cates the auxiliary reservoir, 5 the brake cylinder and6 the air brake valve for controlling the passage of the air to and fromthe brakecylinder and the main and auxiliary reservoirs; the train pipeis indicated at 7 and is connected with the central port 8 of theengineers or controlling valve 9-9 located at each end of the car; 10 isa port leading from the controlling valve 9l to the open air through thepipe 11; 12 is a pipe connected to both the main reservoir 1 and the airbrake valve 6; this pipe 12 is connected 'with the port 13-13 ofthemotormans valve. In this system, the ports 14-14 are not used. Inoperating the motormans valve and consequently the system, the port 8 ofthe motormans valve is connected at will with any one of the ports 10,13 and 14. lVhen the ports 8 and 10 are connected, the trai-n pipe isput into communication with the open air throu h the pipe 1l to decreasethe pressure in t e train pipeand efect an application of the brakes ina manner to be described below. When the port 8 is put intocommunication with the port 13, the train pipe is connected with themain reservoir and the pressure in the train pipe will be built up; atthe same time, the brakes will be released which operation will also bedescribed below.

The arrangement'in Fig.V 2 is very similar to that of Fig. 1; in thiscase, however, the system is adapted to be used in connection with steamroads. The port 14. is used and is connected by a pipe 15 through'thepipe 12 with the main reservoir 1. The train pipe 7 andthe mainreservoir pipe 12 extend between the cars, suitable couplings 16-16being used. In the pipes 12 and 15 are reducin valves 17, 18, thelfunction of which is to e explained below. There is in this system, butone controlling valve, commonly called the -engineers valve locatedinthe engine and the main reservoir 1 and compressor 2 and governor`3are also generally located on the engine, although if desired, a mainreservoir 1 may be arranged near each auxiliary cylinder as shown inFig. 2.

In Fig. 3, the arrangement of the main reservoir 1, auxiliary reservoir4, brake cyl! inder '5 and air brake valve 6, is shown on an enlargedscale and the `various connections indicated. The air brake valve itselfis shown in section. A

Referring to Figs. 3,14 and 5, the air brake valve vconsists of aSubstantially cylindrical casing 19 divided substantially midway by atransverse partition 20 dividing the interior of said casingY 19 intotwo chambers, an upper chamber 21 and a lower chamber 22. lVithin theupper chamber 21,

vided with a plurality of openings 26. At-

the center of the piston is provided a circular hole or opening 27, thetop of which forms a seat 28 for a conical valve 29 having a stem 30extending above and below. said valve 29, the upper end'of said stem 30preferably passes through a suitable opening 31 in said cap, and thelower end of said stem' 30 passes through a suitable gland or stuffingbox 32, passing through the said partition 2O into the lower chamber 22.Said ca 25 is secured to the pistonin any suitabe manner, as by screwthreads 33, and within said cap I provide a spring 34 surrounding theupper art of said stem 30 and operating between t e interior of said cap25 and the top of said valve 29 to normally hold said valve 29 upon itsseat 28. Surrounding the upper end of said cap 25 and extending to theupper head 35 of saidair brake valve is another spring 36, the tensionof which tends to hold said pistpn` 24 at its lowermost position, thatis, in lts position nearest the partition 20. The lower end of the stem30 extending into, the lower chamber 22, is provided with a doublejointed link 37 to which is attached a conical .valve 38, cooperatingwith a corresponding conical seat 39 in the head 40 of said air bralrevalve.

Said h'ead 40 is preferably provided with a circular projection 41fitted within the interior of the ,cylindrical bore of the lower chamber22, and is provided with suitable flanges 42 by which it is secured tothe corresponding flanges 43 on the casing 19 by suit-able bolts 44.Referringnow to Figs.A

jection 50 having an opening 51 into the chamber 22 the outer end ofwhich opening 51 is provided with a conical valve seat 52, the axispot1which is in alinem/ezit with the cylindrical chamber 46 and a conicalvalve 53 is adapted to be seated upon said seat 52.

The chamber 46 is rovided with a passage way 54 extending into the upperchamber 21 of said air brakevalve. The train pipe 7 communicates withthe upper portion of the chamber`21 above the piston 24. In the oppositesides of the casing 19, and in substantial aiineinent with other, areports 55 and S The port. :.0 communicates by a pipe 57 and pipe 12 withthe main reservoir 1 and riort 'leoininnnicates by the pipe Wi theauxiliary reservoir 4. Said of, 56 are normally closed by the faero thepiston 24. Within a cylindrical hole or opening ine hein@ substantiall*concentric uit the Ychamber 46. l/Vithin is a. suitable plunger 61 rigtnthe stem GQ of the Conioai 4 plunger fil is adapted to hele'longitudinally within the bushing 60 normally pressed outwardly by abring -i .so that the conical valve 53 is normali( ted upon the valveseat 52. A suital@ ning (54. through a plug nut 65 air passage betweenthe chamhe .rear of the plunger 61 and the open air 5h-f loner "hanihcr22 communicates i l end of the brake cylinder 5 by niet. figlie GGthreaded into the opening into said chamber 22,

and tho ing bei. l threaded. a. pip# ci innunicating with theatmosphere. A pipe *.38 extends between 3^ the auxiliarv reservoir fiand the forward El 4.0 is" provided with an opene it fill into which iSend of the b alie cylinder Having t us described my air brake "rah S ionlin ms Withithe main Yieservoir.v reservoir and the hr r, will nextdescribe, in

l ine engineers or controlling valve pera the air brake valve,-referring :eially to Figs. l, 2,10, 11, 12 and 13.

The valve Consists of `a lower cup shaped :lo casing 39 provided/Withiianges 70 and an per hollow easing 71 provided with corre- "ng anges72.. the said' casings 69 and aid flanges 70 72 and clamped Ysaidflanges by said bolts is a fiat Suitable gaskets orbetween valve snai orplate 7%. pushing said pla 'i i, 70,

5i) etantiall 7o. 75, inserted between partition 71.a and the flanges .idunne r edge of which tightly against. the mate and the. interior ofsaid casing were ng 59 is divided subrieaiiy by a. wall 7G, the

of said avail is sub-divided 81 and. 89 as 1.13, Coneentrie with nopening communicating pipe 7 and Chamber 79. The nuunieai'es by an opeirel ding to the open i" an ogening 83 fir throng the pipe which isfitted. a suitable bushingv connected together by bolts 73 `passe gatedopening 90. I also provide an opening 91 through the plate 74 over thechamber 81Y and a diametrieally opposite opening 92v o communicatingvwith the chamber 79 and over the chamber 82. 'l provide anopening 93 tocooperate 'with a diainetricah'y r iposite opening 94 'whichcommunicates with the chamber 79 and the train pipe 7. This partition orplate 7l with the openings above described, forms the seat of myimproved engineers or controlling val\f'e, the valve itself being or1aed of a substantially circular disk 95 provided with a comparativelynarrow straight dialin-tric rrroove 9o'. Said disk 95 carefully groundtrue to its seat 74: and is provided with a stein 97 passing through asuitable gland or stalling box go 98 and Lwovded at its oud with ahandle 99 by Whic it can be turned about the axis of the same to bringthe slot 96 into register with the various Aopenings in the Seat 74.

The slot 90 should be narrower than the disltante between the ports 87and 91 or the port 91 and the port 93 so that thetrain pipe may be outoli from all of said ports and held between them when desired. Thehandle may he provided with a spring click 100 in order to lock thevalve in any desired adjusted position. The valve itself is securelyheld on its seat 74 by a spiral spring 101 encircling said stem 97 andexerting its tension between said gland 9S or the top of the casing`7land the top of the valve 95. By arranging the ports and the controllingvalve diametrieally opposite each other, I secure a balancing of thevalve upon' its seat.. The pressure of the air passing through the valvedoes not tend to tilt the valve off its seat thereby allowing the air t0leak through the valve or escape from the various ports in saidpartition. Fith the openings or ports in the partition arranged in thismanner, the valve' always rests squarely upon the partition or seat.Referring now to Figs. "l, 2 and 14, I Wil briefly deserihe the pressureregulator by which the-air in the main reservoir is inain 120 tained ata substantially constant pressure'. Within a suitable casing 102,provided with a cylindrical bore 103. is abushing V1040i suitablematerial, such as brass, Within which is fitted a piston 1&5, The piston105 is pro- 125 vided with apiston rod 106 passing through a suitablestaging box 197 on the'to of said Casing 102. Below Sal! plSOn 105 1S ElSultlfl able compressori springl tending toYorce 1 said'piston to itsyuppermostposition. The 115g piston rod 10G is provided with suitableprojections 109 and 110 adapted to coperate with a switch mechanism asfollows: To the side of the casing 102 is attached a bracket 111 in an Ysuitable manner, as by screws 112, said braclret having pivoted thereona three armed lever 113 and the projection 109 of the piston rod 106 islocated between two of said arms, namely, 114 and 115. vThe third arm116 of said three armed lever 113, extends away from the pivot 117 ofsaid three armed lever 113 to the rear of said arms 114 and 115. Saidbracket 111 is provided with a further projection 118 and the end 119 ofsaid arm 118 and the pivot 11,7 are in substantial alinement with themiddle of the path` of the movement of the end of the arm 114 about itspivot 117, a spring 120 connects the end of the arm 114 and the end 119of the arm 118. The bracket 111 isprovidedwith a suitable guide way 121Within which a stem 122 of the movable member 123 of an electric switchis adapted to slide, and said member 123, is provided on its end with acontact 124 insplated therefrom by a suitable insulation 125. Themovable member 123 is normally forced to its lowermost position by acoil spring 126 encircling said stem 122 and the upper end of said stem122 is provided with a projection 127 extending into the path of themovement of the arm 116 of the lever 113. lso secured to the cas-` ing102 and insulated therefrom bymeans of suitable insulation 128, is'abracket 129 also provided with a contact point 130, the same beingformed of any suitable material, such as carbon or copper and arrangedin the form of a plunger having a head 131 inclosed within a cylindricalopening 132- to the end 0f the bracket 129. Said contact 130 is madeslightly yielding, but'is normally held in its uppcrinost position by acornpression spring 133, secured within said arm and passing betweensaid head 131 and a plate 131 by which said circular bore 132 is closed.Suitable electric connections 135, 13G extend from said contact pointsthrough a suitable source of electrical energy 136 to a suitableelectric motor 13G operatively connected with the air pumpv 2 in anysuitable and well known manner.

17 and 18 are pressure reducing valves and they'are ,showndiagrammatically on an enlarged scale in Figs. 7, 8 and 9. They may beof any well known andY ordinary form of fluid operated reducing valveslllarh consists, mainly, of a plunger or piston 13T having the head orenlarged portion mounted to slide in a cylindrical bore 138, and its'smaller end or stein bore 139. The stem or plunger 137 is arranged tolill and close 'he opening 139, which connected to the main reservoirpipe 12. and extending transversely from said cylindrical bore 139 andnormally vfrom the piston rod tting a smaller closed by said .stem ofthe piston or plunger 137is a port 140 leading to the motormans orcontrolling valve, and said passage 140 has a side or transverse passage141 conimunicating with the chamber 138 on the other side of theplunger. The areas of the end of the stein ittingthe opening 139 and thehead of the plunger fit-ting the opening 138 are so proportioned as togive a predetermined reduction of pressure. XVhen the pressure in thelarger chamber 138 falls be- .low a predetermined point, the`plunger137,

will move in that direction placing the port 140 in communication withthe chamber 139 and consequentl with the high pressure' of the maincylinder, and the air will pass around the reducing valve until the airin `the'chamber 138 has been built up. to the requiredpressure,whereupon the lower pres sure acting upon the larger surface` of theplunger 137 will close the port 140.

Referring now to Fig. 3, the brake cylinder 5 coniprisesfthe usualcasing and is provided with a plunger 142, traversing substantially thelength of said cylinder, and in the position shown in Fig. 3 the pistonor plunger 142 is in the position which it occupies when the brake is inthe released posi' tion. The cylinder head 143 of the. brake cylindergland 144, and the packing 145 is preferably made with tapering sidesconverging away 11G and the top of the packing is put into communicationwith the interior of the brake cylinder by means of suitabie openings147 around the gland. By means of this, when the pressure is admitted tothe forward end of the cylinder, the air also passes through the ports1117 to the top of the packing, and tightly forces it around the pistonrod 146 making the packing substantially air tight.- rfhe piston rod 146is preferably of a large diameter and may be made either hollow or solidasthe conditions require, but the size of the piston rod is so made thatthe effective area of the piston rod on the forward side is considerablyless than that on the rear side of the same. I

5 is lprovided with a stulling box orl provide this construction so thatwhen the vf.

air 1s balanced, that is to say, of the same pressure per square inch onboth sides of the piston head 142, the effective pressure on the rearend that. on the forward end, and consequently,

vthe piston will be mor'ed to the. forwar position shown in Fig. 3. Thisarrangement makes it possible to release the brakes with- "out the useof any spring, or any other moving means,.other'than the pressure of theair in the cylinders.` The brake is applied by admitting air to theforward end of the cylinder to move, the piston L12 to the opposite endof thebrake cylinder to that shown in Fig. 3 and when the air is thenadmitted to the rear end of the'brake cylinder havingr of the pistn willbe greater than the 'same pressure per square inch :is rpon the 'oirflmlmuri of he piston., he i ff ton will more lo the release position.

nsrnuoh as ihr pi scare reiluriug mires li' and lil are used 01.5" whenthe bevelen; of this upplieutimi meri with other well .noun syslezns,suoli :is ehe lvestinggbouse @stem or the New Vlorl system, I. willfirst. describe the operation ol' my system emit tingy all referencesrollio redire-in@ valves lli' and 18, that is to seywwiththe reducingvalves 1,7 and lft sul on? -nnd in 'this cxplemtion of the operation ol'my svetem Figs, 3, 4 .and 5 will be especially re erre-.i to. ln theposition Shown in Fig. 3, the brake rele mil, und the pis n 1142 is inche forward end of the brake merl The pie ion 24 of the faire (l in itsno1'ral`pos lion, ending oil lhs. poire .'i Anil 56 from Hw interior ofde will nir brake valve. pressure ein' 'e Mnl l m the pieton is thepressure of No 11min eine 7, To apply the bm the train plzgr l is pui;into conm munie, tion ith rho open air, 'thus reducing the pressure inthe upper pari. of the ehamber Q] above the piston Q4. A5 n result ofginie, the piston :riores upwardly riferryng `with it the valve 29.rwhich will remain Close-cl and raising' the valve 3S ol its seat valve5% and ihrough the pine 67, into comnumioation vvih the open nir,whereupon he pressure of the nir in ihr,- nuxilio reservoir 4 iseonnnunl'mell through the pi we Gti to the forward end' of the brakerfylinrler 5, and :novos the piston 242 in the direction of he arrow 5",shown in Fig. il` and thus :rp-- plies the brkes. To releiwe the brnles,[he train pipe 'l' l nul ino ominimnezmon 'mili he :nain rcA rrvoir 1through the nimm r' roirujvipe il. 'Thu immediately rei ,pmsenw in ib ifc .millier 22' rre pieton' ai@ f er rhum sure on 'rho :vir below the, mi

down r lle piston i9 whi vulve erfdeel iig. ion 4 fhfiilmns il l underille grenier frfreenre aber@ life gusfm from ille 21min rwfrveir i uniirire upper enfl or erige of the pist-on belen* like upper edge offhvports en@ Tril: where-- upon the main reservoir l through the piper-512 and i?? nel ehe auxiliary reservoir ATi through the pipe 8 are bothplaced in oom munWliion with the spaces in the chamber Q1 above thepiston 24. rThe air from the moin reservoir rerhnrges the auxiliary meerwir and passing; through the valve to the loner hall' of the @lion/wheril below he pis son 2l t? azi-h lille mrt 5lv in the ehuniher 45. The?egixris'roj 33 ol' e runde tei-mined tension mul is sety so that.. "arerelive .v ein'. pressure in the auxiliary reser- 70 voi" *l k-vlyre thea )plication of the brakes is l' penn-:ls :mal n ter the brakes havebeen applied ed rizo nir in the auxiliary reservoir gxplmdefl into thebrake cylinder until ille premswe in the auxiliary reservoir 4 is 75reduce@ lo Si) pounds, the' spring 63 would he nnnle :so that the valve53 would be held upon its een? will the pressure in the chamber 443 waspounds or more. Above this pressure il' -r in he chamber 46 'will act 50upon lhf.- uw 4 or piston S1, forcing itontwurzily et he tension of thesp'ring 653 and me. 'uvalve 555 oil' its seat 52.' .Xs non Shi. ,rlli-emr below the piston 24 han; been lu up to e pressure neeessnry to35 open rhs i i?, elle nir will continue to pass from r l ,1x reservoir,past the valve S25) nml 'y ei, e to the Yowlser'chamber 22 of llelolz-elke valve and thence to the rear rfi er :he piston 142. When, how`ire above and. below the piston l lm i misco to the Vreseure of the meinresor. rhe valve will become belaneed aryl move upwardly under' the Ainfluenee sri" r spring; 34 and shut off the 95 porte 55 :me During thiso eration, the pressure l: mun sides of the piston 142 hes been the freet is to sary, both the for ward Juf. f reds of the brake cylinder 5have or :t nuiunioation with the pres` sure of rho @n the auxiliaryreservoir and the {finor-A irill return. ibo' the positionincl'if.el.f?. illus releasing the brakes. are clearlyv illustrated in amanner in lgs, 7 :m S. 105 of" the spring 34 is malle l in hold thevulve 29 upon 1-' more iin? piston 24 up zle gwessture above and. belowlif: seme. "n making this 110 ne of .vhirh has been above wml /l isprovided vvih the within the bore of vthe heul `47 is provided with 1 llirtln'g within the 115 i' lo insure the exaot po- We 38 Upon ils Sent 39on its sont. 52 when the removed und again put orrungenienn il is im 120v @bling 'libe various parte, to i perfect, adjustment, of the s, Lheirrespeerive seats. The "l5 operated by a pred@ lire Plumber 4G is also125 wry desirable provision remain opl'emlion of the airis are arrangedami oon- .w :..ul lliure 'is no liability of se weer of the mechanism sen and ille f. :1, heeel@ if? er fell il: wifi; snirl for operating saidvalve 523. The spring Bti above the eap Q also is made of such astrength as to overcome the friction between t voir are in directt'zonnnunoation with earh other over the top oit the piston 124 and therear end oll the braille ovlin-lei' .i is film in roinn'xunitgation withthe main re e|fvoir l, and the auxiliary reservoir i through the valv'e29, rhaiuher 2L port .34. chamber 4o, valve port 5l, rhaniber and pipetiti. It will also be observed that in releasing the brakes no air isdischarged l'roin the steun Sinre the air pressure merely equatli'liedon both sidesv of the piston l2 by putting' both sides otf the piston1li? in roinlnuniration with the main and auxiliary iwfservoirs, and theauxiliary reservoir A'l is at the saine time rerhargetl directly fromthe main reservoir 1,.

ln Fig. t3 l have shown n modified forni ol' the valve shown in Fig. i,the cap f2.3" provided with an opening 14S normallyr used by a valve1li) retained upon its seal l by a light spring 151. The valve Q9 isprovided on its top with a sleeve or guitlwwey 132 into which the stem13? oi the. valve 142') adapted to loosely slide. The sleeve 152 isprovided with one or more openings 1511 emnnninieating ^with theinterior of the sleeve and with a port or passage wav 15.7 extendinglongitudinally of the stein Sti' belonY th(- valxe Qrl'. lirlo' the topof tin` v gland or smiling bor` 232, said passageway 155 teriniinites in"a tr-uufwrsf port Uitl. in its nornml position with the limite,rf-leased. the porty 15H is nornmlj.' helfe,y the top ot the gland 3i.when the brahes are uppiietl.r the pressure above the piston :'21 i,redone-d as above (lesrribeth by putting the trnin pipe 7 to open :nr:uni the piston 2li ill rise to a higher position tl an that shown inFig,

6 and will bring the port 15G into eo nn'iunication with thtI lowerparty ol' the rlnnnber 21 below the piston 94 B v reason ol' thisatrmxngenunt` I am enabled. to very quielily and ellet'tivelv bring all(he brakes throughout a train into operation at. sulistantiall)Y thesame time, a slight difference in the pressure above and below thepiston 4 being arranged to operate the valw llfi, ,ln other respects,the operation ot this valve is like that ot' the valve hon u in lf", iand D and previously flesrribetl. 'While the spr* g 151 may besuttieiently strong to hohl the valve 149 and the ialve 29 uptm theirseats. it may be desirable to use u spring n lietween the interior olthe Cap and the top of the valve 29, to hold the valve 29 upon its seat.and the spring 151 be only suttieiently strong to hold the valve 149upon its seat.

Referring now to Figs. 7 to 13, I will describe the construction andoperation of my controlling valve or engineei"s valve and the pressurereducing valves 17 and 18. lt; Will he observed thaty the valve 53 isset; by the spring (33 so thatthe valve will not be unn sea ted when thepressure in the Chamber 46 falls below certain predetermined pressure,as for instance, 5t) lbs., which pressure vili be called the. minimumreleasing pressure, inminueh as no air uan pass to the rear' end of thebrake cylinder until the pressure in the chamber 4G is suiiicient toopen the valve 5.3. llfrlien.y therefore, my improved system l is usedwith Cars equipped with the lestinghouse or other system, it isnecessary to have an automatic device, namely, the pres` sure reducingvalves 17 and 1S to take care of this minimum releasing pressure featureof my syst/em. Assuming then, that the pressure in the main reservoir isnormally 90 lbs., the pressure reducing valve 17 is so ai tinged es tomaintain, under these eontlitions, u pressure of to 90 1bs in the trainpipe. The auxiliary reservoir 1 will, there fore, normally contain airat; ay pressure of 70 to 90 lbs., and `when the brakes are up plied hythe expansion of the air Contained therein, into the brake cylinder,this presu sure will be reduced to 50 lbs.; and the valve 5S set to openat 50 lbs. Connected with the port 93 in the engineers valve is a pipe15 connected through the pressure reducing valve 18 with the pipe 12running to the main reservoir 1 and this reducing vulve 18 is set sothatJ the pressures on each side of .said valve ywill normally stand ety9) lbsu on the high side and 50 lbs. on the low side. Under normalConditions, that is to seyn/ith fhe nre sure 9) lbs. in the mainreservoir, the :tir brake valve will operate in the manner which hasbeen previously described, the brake tiring applied by connecting thetrain pipe with the open air through the ports S7, sind. 89 and the pipe11, as shown 'in Fig S and released when the train pipe 7 is incommunication with the air pipe 1Q, equalizing the pressure on bothsides of the piston 142.

l have provided an additional main reser voir under each ear for useWhen desired, in order that in operating the brakes there will always bea reservo pressure in the main reservor after the application of thebrakes. 'lhis eXeess pressure in the main reservoir is always a reservelocal pressure to assist in releasing the brakes and recharging theauxiliary reservoir.

In Fig. 7 the engineers valve is shown in the running position: that isto say, with the train pipe and the main reservoir pipe connectedtogether through the portl of the the degree of application of thebrakes. 89'

.ijoeiiue .engineers valve. 1-In Fig. 8', the valve is l isl theemergency port of lar earea in order pressure in the reservoirs.

pivot 117, the.

vtact with t andA turns it upon its 'pivot 117 until .the pin to e'ect aquick reduction o pressure in the train ipe to apply the brakes.

In ig. 9, the system Visshown as operating as a direct air brake inbiiilding'up the In Figs. 1 and 2 and V14, the device for controllinvoir 1Y is s own. A pipe 157 leads from the main reservoir to the top ofthe casing 102 above the piston 105, the spring 108 operating upon theopposite side of .the piston to counterbalance the pressure in the maincylinder, that is to say,.if the main cylinder or main reservoir is tobe maintained at a pres sure of 90 ibs.,lthe Spring'lOS is a 90 lb.spring.;`- The device is shownin Fi 14 in the position which it .assumeswhen t e pressre in the main reservoirfalls below thered'eterniinedpressure.v T he piston is then in an elevated'positon andhas closed thecircuit through the. contacts 124 and 130. When thepressure has beenhuilt up to the requisiteamount, thepfpston ,105isorced downwardliy e projection 115 of the lever 112 114l is just below aline passing through the 119, whereupo'ii ,je spring quickly acts tothrow the arm I-'l 'S-ofthe lever 1 13 upwardly and rapidly breaks theelectrical connection. lWhen the contacts 124 and 130 are closed, acircuit is closed through the leads 135' and 136 with an electricalmotorwhich operates the pump;- wlien the circuit is broken the pumpceases to operate/ As the pressure in the main reservoir decreases, thereverse of the above operation is performed, that is tov say, the piston105 `will rise until thepin 109 engagg'esl the projection 115, whereupon'the lever will be turned byfthe piston until it passes the deadcentertha't-is to say,theline passing through thepivot 117an'd the pointof support of the spring 119,5 whereupon the lever l113 will bequicklyoperated upon 'and turned bythe tension othespring 120,l

throwing the end 116 of the lever 113 down- 1 wardly and all# wing thespring 126-to force the plunger or stem 122 downwardly, carrying withitf'e contact' point 124 until the same are in ositiiie engagementandthe cir- 'It willb observed that I have shownitlie main resei.voirpipe 12 as being connected toV the exigineers' vz.vfe'lbetween'thefdirect air 4 pipe 15, and the train pipe 7, that is tosay, with the' service' ports 87 and 88 Aand the the pressure in themain reser and the pin 110 comes in con- 'tller supportaof the springcylinder.

emergency port89, to the left of the main communication with eachother'is immaterial .andmay be varied from the 'exact arrangementsillustrated wirt-hin reasonabie limits, Without departing from thespirit and scope of my invention.

While I have mentioned definite pr c :l

by Way of example, to describe the of my improved air'brake s vst`understood that' the various s; made to meet the requirements edetermined pressures, and that f" at which the various reeel-voi cmaintained or the valves operated may be changed as may beffoiin'dnecessary or desirable under differing conditions 'er circumstances, andI do not limit myself to any definite pressures so long as thefrelationsof lthepressures, springs and valves are such as to operate'insubstantially the manner above .tion lwith an air brake valve having apiston located therein and operating ytrain pipe pressure, of a mainreservoir, an auxiliary reservoir, a brake cylinder, and means to chargesaid auxiliary l,reservoir from said main reservoir over said piston,`when seid piston is` depressed.

3. In an air bra-ke system, the combination with an air brake valvehavin-g a piston ,ssi

ary freservoir and therein operating by train pipe pressure, of l y a,main reservoir, an auxiliary reservoir, a brake cylinder, and means toeliarge-said auxiliary reservoirfrom said main reservoir kover saidpiston whensaid piston is depressed and to` putbothfreservoirs 'in com?niunication withrboth ends'of saidhr/ahe p 4. In an air brake system,the cpiiibina ytion with an air brake valve having@Y pieten, I,thereinoperating by train pipejpressure, a

main reservoir, an auxiliary?"reservoir, a

brake cylinder, and meaiisv'tof charge said lauxiliaryreservoirirom/said mainA neservoir over said piston, andtoput both Ysaidreservoirs Vinto communication :with 4therear end of said'brake-cylinder through said piston.

5. In.anair brake system, the combination `tli"a rair brake valve`having a'pist-on theren,"a"`i,i inreservoir, a,iauxiliary reservoir`communicating with the u r. end of `said air brake valve above sai'vp1st0n, a

. air brake valve on ,5,1 ton,

. ton is depressed, a controllin train pipe also communicating with thesaid the sameside of said pisa brake communicating with said air brakevalve on the other side of said piston, 'e mi 'mum releasing pressurevalve con- 4trolling thepassage between said` iston and said alr brakecylinder, a control ing valve and means to put said train pipe intocominuni'cation with the said mam reservoir or 'the open air 'to Iriovesaid piston, and means operated by said piston for putting the rear endof said brake cylinder into communication with the'open air. y 6. In anair brake system, the combination with an air brake valve havin a pistontherein, of a main reservoir an an auxiliary reservoir adapted to beplaced into communication with one end of said air brake valve over saidpiston when said pisvalve, a train lpipe connected to said air bra evalve on the same side of said piston, ing' from said main reservoirling valve, a connection leading from said controlling valve to the openair, a brake cylinder having its forward end at all times incommunication with said auxiliary reservoir, a conn'ection between therear end of said brake cylinder and said air brake valve on 4theopposteside of said piston, and a minimum pressure releasin valve insaid air brake valve and controllin the passage between saidV air brakecylinder and said pistoni 7. In an air brake system, thecombinationvwith an air brake valve having a piston therein, off@ mainreservoir and an auxiliary reservoir 'adapted to 'be placed intocommunication' with one end of said air brakevalve over said piston whensaid pis- 1ton'is depressed, a controlling Valve, a train. brake valveon thev fliipekconnected to said air 'jsamejside of said piston, aconnection leadfing from said main reservoir to said conftrolling valve,la connection leading from 'said controlling valve to the open air, a Ibrake cylinder having its forward end at all times incommunieation withsaid auxiliary reservoir, a connection between the rear end of saidbrake cylinder and said air brake 'valve on the opposite side of saidpiston, a minimum pressure releasing valve in said air brake valveandcontrolling the passage between said air brake cylinder and saidpiston, and apump for maintaining the pressure in said main reservoir.`Y

8f an air brake system, the combination withl an air brake valve havinga piston theremfof a main reservoir and auxiliary reservoir adapted tobe placed into communication with one end of said air brake valve oversaid piston when said piston is a connection lead-- to saidcontrolminimum pressure releasing valve in said' air brake valve andcontrolling the passage between said air brake cylinder and said piston,a pump for maintaining the pressure in said main reservoir, and agovernor for operating said pump when the air presdetermined pressure. A

9. In an air brake system, an air brake valve, a piston operated bytrain pipe pressure, said piston, when depressed, allowing directcommunication over said piston betweenthe main and auxiliary reservoirsof said system.

10. An air brake valve,'provided with an operating piston, a mainreservoir port and an auxiliary reservoir port, said -ports be` ingclosed when said piston is in its normal balanced position, and openedover said piston when said piston is depressed by an increase ofpressure in the train pipe.

11. In an air brake valve, the combinapiston, a connection leadsure inthe main reservoir falls below a pre- V` tion of a. substantiallycylindrical casing and a partition dividing said casing into twochambers, said casingvbeing provided with an intermediate chamber andpassageways .around said partition communicating with said two firstmentioned chambers, a valve in said intermediate chamber, a plunger.

carrying said Valve, and a spring to hold said valve closed when thepressure in said intermediate chamber is below a predetermined point toclose communication between said first mentioned chambers,"

` .12. In an air brake valve, the combination with a substantiallycylindrical easing, a partition dividing said casing into two chambers,of a piston located in one of said 'chambers and controlled by the trainpipe pressure, said easing being provided with a pair of ports insubstantial alinement with each other 'and normally closed by saidpiston, an intermediate chamber in said casing between said firstmentioned chambers, and ports leading from said first mentioned chambersto said yintermediate chamber, a valve .in said intermediate chamberclosing communication between said first mentioned chambers whenpressure is below a predetermined point, a port in said second chamberadapted to be put intofconnection with the rear end of the' brake.cylinder, a valve in said second chamber connected to said piston, andmeans cnnecting said piston and' said valve in said second chamber tolift said valve when the pistonmoves away from said partition to putsaid second chamber into communication with the open air.

13. In an air brake valve, an upper cham-- ber, a piston slidabletherein, a main reservoir lport and an auxiliar port normally close bysaid piston and 1n substantial alinement with each other, a train pipeport in saidvalve above said piston, a lower chamber, a valve in saidlower chamber adapted when opened to put said lower chamber intocommunication with the open air, a valve in said piston having a stemconnected to said valve in said second chamber and passing through saidpartition, the upward movement of said piston under .a reduction of thetrain pipe pressure communicating its motion to said valve in said lowerchamber to lift the same from its seat and the downward movement of saidpiston due to an increase in the pressure in the train pipe closing saidvalve in said second chamber and opening said valve in .said piston toallow the air to pass Vfrom said u-pper chamber through said piston tosaid lower chamber and thence to the rear end of the brake cylinder.

14. In an air brake valve, a casing, a pair of chambers, a cylindricallintermediate chamber, a minimum releasing valve in said intermediatechamber and operated by the pressure in said intermediate chamber toopen and close communication between said pair of chambers, a head,having a projection fitting into said intermediate chamber, said valvebeing mounted in said head concentric with said chamber and saidprojection.

l5. In an air brake valve, a pair of chambers, an intermediate chamber,ports leadin from each of said pair of chambers to sai intermediatechamber, a minimumreleasing valve in said intermediate chamber, a headhaving a projection fitting into said intermediate chamber, said valvebeing mounted in said head concentric with said chamber and Saidprojection.

` chamber, .a port leading from said lower chamber tosaid intermediatechamber, a

valve seat on the end of said port leading;

into said intermediate chamber, a valve adapted to be seated on saidseat, a plunger connected to said valve, a cylindrical bore in whichsaid plunger is adapted to slide and to carry said valve toward` andaway from said.

chamber to said intermediatel chamber, ak

valve seat on the end of said port leading into said intermediatechamber, a valve adapted to be seated on said seat, aplunger connectedto said valve, a cylindrical bore in which said `plunger is adapted toslide and to carry said valve toward and away from Said seat, a springunder compression operating against said plunger to hold saidvalve uponits seat, ahead having a projection thereon adapted to fit into saidintermediate cylindrical chamber, said bore for said plunger beinglocated in said head and in alinement with said valve.

' 19. In an air brake valve, a cylindrical casing having ports onopposite sides thereof and in alinement. with each other, a pistonhaving a cap and adapted to close said ports when in'normal position, avalve in said piston, a spring within said cap to hold said valve on itsseat, and a spring'between said cap and the interior of said casing.

.20. In an air brake valve, a casing, a parti- .tion dividing saidcasing into two cylindrical chambers, a piston in one of said chambers,a port leading from the other of said chambers and providing means ofcommunication between said chambers, a valve seated on said port, aplunger by which said valve is carried, and a spring/f etween saidplunger and said casing to Ahold said valve upon its seat.

21. A controlling valve comprising a cir- I cular casing having apartition dividing said casing into two chambers and diametricallyopposite ports in s aid partition. c

2 2. A controlling valve comprising a lower casing ldivided intocompartments, a

partltion covering said compartments and provided with portsdiametrically arranged, a rotatable valve member engaging said partition and provided with a groove in its face adjacent said partition tobring at will a certain one of said ports `into communication with eachof the other ports.

Y23. In a controllin valve, a artit having ports therein iametrica lyyarranged, and a rotatablev member having' a roove adapted to be turnedover said partition to bring the opposite ports into communication withleach other.'

- 24. In a controlling valve, a casing having a partition thereindividing -said casing 'intotwo compartments, the lower compartment beingprovided with substantially radial partit-ions dividing one half of saidlower por -tion into three compartments, 'two ofusaid feo Zio

three compartments being in communication with the main reservoir pipe,the third of said throl compartments being in communication with theopen air, the fourth compartment Comprising substantially one half ofsaid loafer casing, and being in communication with the train pipe, saidpartition being proridedwith a port communicating with the .mainreservoir pipe,a series of ports of increasing size through saidpartition into said compartment communicating with the open air, andmeans for putting said ports into communication with said train pipecompartment.

25. In a controlling valve, a casing, a partition dividing said casinginto two compartments, said artition being provided with opposite'lydisposed ports, a valve member having aV groove adapted to place at willvopposite ports in said partition in communicationrwith each other, astem connected to .said vvalve member and extending through said uppercasing, a spring surrounding said stem to hold said valve firmly againstsaid partition and an adjusting handle connected to said stem.

26. An air brake valve comprising a casing provided with a train pipeport and a brake cylinder port, and a minimum pressure releasing valvefor closing communication between said ports.

27. An air brake valve comprising a casin provided with two chambers,one of said chambers being provided with a train pipe port and anauxiliary reservoir port, the other of said chambers being provided witha brake cylinder port and a minimum pressure releasing valve for closingcommunication between said chambers.

28. An air brake valve comprising a casing provided with two chambers,one of said chambers being provided with a train pipe port and anauxiliary reservoir port, means operated by change of pressure in thetrain pipe for controlling communica- Ltion between said chambers, thesecond chamber being provided with a brake cylinder port and a minimumpressure releasing valve for closing communication between saidchambers:

29. An air brake valve comprising a casing provided with two chambers,one of said chambers being provided with a train pipe port and anauxiliary reservoir port, means operated by change of .pressure in thetrain pipe for controlling communication between saidI ports, theseco-nd chamber being provided with a brake cylinder port and an openair port, a minimum pressure releasing valve tor closing communicationbetween said chambers, and means for automazi closing and opening saidopen 30. .fan air brake valve comprising a casing provided with a mainreservoir port, an auxiliary reservoir port7 a train pipe port, a brakecylinder port and an open air port, and means operated by a reduction inpressure in the train pipe for opening said open air port.

31. An air brake valve comprising a casing provided with a mainreservoir port, an auxiliarynreservoir port, a train pipe port, a brakecylinder port and an open air port, means operated by a reduction inpressure in the train pipe for opening said open air port, and meansoperated by an increase in pressure in the train pipe for closing saidopen air port and putting the remaining portsinto communication witheach other,

32. An air brake valve comprising a casing provided with a train pipeport, an auxiliary reservoir port, a brake cylinder port and an open airport, means operated by a decrease in pressure in the train pipe foropening said open air port, means operated by an increase in pressure inthe train pipe for connecting said train pipe port with said auxiliaryreservoir port, and a minimum pressure releasing mechanism for shuttingoil communication between said train pipe port and said brake cylinderport.

33. An air brake valvef comprising a casing provided with a train pipeport, an auxiliary reservoir port, and a main reser-g Voir port normallyout off from each other, and means operated by a change in the pressurein the train pipe for putting said ports into communication with eachother.

342. A controlling valve for an air brake system having a partitionprovided with a main. reservoir port, an open air port and a train pipeport diametricaly opposite said ports, and a plate provided with adiametrieal groove rotatablymounted on said partition.

35. A controlling valve for an air brake system having a partitionprovided with a main' reservoir port, a series of graduated open. airports, a train pipe port diametrically opposite said ports, and a plateprovided lwith a diametrical groove rotatably mounted on said partition.

36. ln an air brake valve, the combina' tlionfwith a easing of astationary partition dividing said casing and forming separate chambers,an intermediate chamber conneeted with the chambers on opposite sides ofsaid partition, a releasing valve in said intermediate chamber andoperated by the pressure therein to open and close communication betweenthe chambers upon opposite sides of said partition, a head, having aproyection fitted into said intermediate chamber..

37. In an air brake valve comprising a casing having an integralpartitioform--

